Transmission



4 Sheets-Sheetl A. L. JOHNSON TRANSMISSION Jan. 2, 1951 Filed Aug. 29, 1946 INVENTOR. v lbert Z Jhnson 'FIG.

A. L. JOHNSON Jan. 2, 1951 TRANSMISSION 4 Sheets-Sh eet 2 Filed Aug. 29, 1946 INVENTOR. e625 em ircfflmson 3. mi R m2 mm 8 w 5 5 090m mm 5 m m9 g 2. mm 5 @N m@ m 6 5 N Q Jan. 2? 1951 JOHNSON 2,536,644 TRANSMISSION Filed Aug. 29, 1946 4 Sheets-Sheet 5 A. L. JOHNSON Jan. 2, 1951 TRANSMISSION 4 Sheets-Sheet 4 Filed Aug. 29, 1946 fiZbeft 22f. Johnson GIL 391mm Patented Jan. 2, 1951 UNITED TRANSMISSION Albert L. Johnson, St. Paul, Minn, assignor to Johnson Power-n Transmission Corporation of Illinois, Chicago, 11L,

Illinois;

a corporation of Application August 29, 1946, Serial No. 693,646

8' Claims.

My invention relates to an improvement. in transmission wherein it is desired to provide a transmission of the planetary type embodying a number of gears all. of which are constantly in mesh.

A feature of the present invention resides in the provision of a single planetary gear system including a sun gear, planet gears, and an encircling ring gear, and to so support these gears that they may be used to produce a reverse rotation of the driven shaft or three different forward speeds of the driven shaft.

A feature of the present invention. lies in the provision of a single planetary gear system and in means for'locking various elements of the system for rotation in unison, thereby providing various combinations ofspeeds.

A feature of the present invention resides in the provision of a single planetaryv gear system including a sun gear planet gears, and a ring gear cooperable therewith, and in the provision of a means for selectively holding any of the elements of the planetary system from rotation about the axis of the sun gear. In preferred form each of the rotatable elements is provided with a brake drum which may be engaged by a hydraulically expandable friction element.

A further feature of the present invention lies in the provision of a planetary gear system with means for locking various of the rotatable parts from re ative rotation and also for locking certain of the rotatable parts from rotation about the axis of the sun gear". Through this means a plurality of speed'smay be obtained by a single planetary gear system.

These and other objects and novel features of my invention will be more clearly and fully set forth in the following specification and claims.

In the drawings forming a part of my specification:

Figure 1 is a side elevational View partly in section showing the transmission connected to the drive shaft of an internal combustion engine or the like.

Figure 2 is a vertical section through the transmission illustrated in Figure 1'.

Figure 3 is a transverse section through the transmission the position of the section being indicated by the line 33 of Figure 2.

Figure 4 is. a sectional view through a portion of the transmission, the position of the section being indicated by the line l4 of Figure 2.

Figure 5 is a detail side View of one of the clutch units for interlocking rotary parts for movement in unison.

2 Figure 6 is a sectional view on the line 5-6 of Figure 5.

The transmission A, as illustrated in Figure 1 of the drawings, is connected through a hydraulic coupling to the drive shaft of the engine. Figure 2 is similar to Figure 1, but shows the drive shaft directly connected to the fly wheel of the engine. In other respects the transmission shown in Figures 1 and 2 of the drawings are identical.

In the construction shown in Figure l, the engine crank shaft in is connected to a flange H, which in turn is connected to the hydraulic coupling member 52. In the construction illustrated the hydraulic coupling member l2 includes: a ring shaped attaching flange l3 and an enlarged. ring shaped casing M. This casing 14 is connected to a ring shaped flange 55' positioned in parallel spaced relation to the ange l3. These flanges l3 and !5, together with the circular ring shaped enclosure M, form a chamber for the fluid coupling. Vanes 56 are secured to one wall of the ring shaped chamber M as is common in such fluid couplings. Opposed vanes ll are supported by a relatively rotatable ring shaped support l9 enclosed within the enclosure 52. The support is is in turn supported by a flange 253 having a hub 2i keyed to the transmission drive shaft 22.

As will be understood without further explanation, rotation of the engine crank shaft it acts to rotate the casing l2, thereby rotating the vanes 15. Rotation of the vanes It acts through the fluid contained within the chamber to rotate the support It. carrying the vanes ll. This movement acts through the flange 29 and hub 2! to drive the transmission drive shaft 22.

The drive mechanism illustrated in Figure 2 of the drawings is somewhat more simple. The engine crank shaft 23 is provided with a flange 2 3 which is bolted or otherwise affixed to the fly wheel 25. A projection 26 of the drive shaft 23 acts as the transmission drive shaft.

A h b 2'! is keyed to the shaft 2% to rotate therewith. The hub 27 supports a ring shaped flange 29 which in turn supports a rotary member 39 of a clutch unit C best illustrated in Figure 4 of the drawings. The rotary member 3; of the clutch unit C provides a support for radially slidable vanes 3! which may, if desired, be normally urged outwardly by a light coil spring 32, as well as by centrifugal force. The vanes 3! are rotatable within, and reciprocated radially by, an eccentric outer casing 33 which is rotatable relative to the inner rotor at and which enclose the vanes 3!.

The. outer casing 33 of the clutch. unit C includes an outer cylindrical shell 34- having an eccentric inner surface 35. One end of the sleeve 36 is closed by a ring shaped disc 35 which forms a part of the planet gear carrier. The other end of the sleeve 32 is closed by a disc 3'3 which is provided with an integral hub 39. Fluid passages are provided in the disc 3? and the hub these passages being angularly spaced and communicable with two peripheral grooves on the hub 35. The passages may best be seen in Figure 4 of the drawings.

As illustrated in this figure, the eccentric inner surface 35 of the enclosing sleeve 35 is provided with a pair of opposed contacting areas to and ii which extend into close proximity with the outer surface 52 of the rotatable clutch member 36. Between these contacting areas ti; and ii the inner sleeve surface 35 curves away from the cylindrical surface 52 of the rotatable member 3% to form a pair of opposed fluid pockets t3 and The corresponding ends of these pockets are provided with apertures 35 and it, respectively, which are formed in the disk like end member These apertures and 46 are connected by communicating passages i? and as, respectively, to transverse passages tit and 5! in the hub These transverse passages 55 and 5! communicate with a peripheral groove 52 in the hub 333. In other Words, both of the apertures 25 and it are connected by suitable fluid passages to a collector groove 52 in the exterior surface of the hub 33 so that fluid may fiow thereinto from a suitable fluid control passage 53. The connection between the control conduit 53 and the groove 52 extends through a series of rotatable hubs, which,

however, are grooved and drilled suitably to permit oil to flow from the control passage 53 into the pockets 33 and M through the apertures and 46.

A similar pair of apertures 54 and 55 are provided in the disc 3? which communicate with radially extending passages 55 and 57, respectively. These passages 55 and 5? communicate with axially extending passages 59 and 68, respectively, extending through the hub 39 into communication with the peripheral groove 6i thereupon. The passages 59 and 69 are similar to the passages 5i; and El, but are angularly spaced therefrom in the hub 39. The groove in communicates through relatively rotatable members encircling the hub 39 with a fluid control passage 52.

The clutch unit C is designed to serve as a means of coupling the rotatable member 3 and the casing 33 for rotation in unison.

If the passages and 52 are open, fluid may be forced out of the pockets 53 and id through the apertures at corresponding ends of these pockets, and back into the pockets through the apertures at the other ends thereof. In other words, fluid may be forced by the vanes 35 through the apertures 35 and so, through the radial passages i? and it, through the hub passages 553 and 5 l, and the control passage 53. This fluid may flow back through passage E2, hub passages 59 and 6&3, radial passages 55 and and apertures 5 and 55, and into the pockets %3 and 34. In such an event, the rotor 38 could revolve relative to the casing 35. However, if the connection between the control passages 55 and 82 is closed, fluid cannot escape from the pockets 53 and Gd, and the rotor 36 is locked from rotation relative to the casing 33. The same general action is obtained regardless of the direction of relative rotation of the rotor 3t and casing 33.

A sun gear 64 is provided with a hub mounted upon a bearing 66 on the drive shaft 26. This sun gear 64 is engageable with angularly spaced planet gears 67 supported on bearings til mounted upon axes or stub shafts it. The stub shafts it are journaled in the end plate 36 and also in the disc-like flange H in parallel spaced relation to the end closing flange 36. The flange 'H is provided with a hub 12 supported on a bearing 73 encircling the hub of the sun gear 5 3. The flange '5- is provided at its outer extremity with a cylindrical brake drum E8 which may be used to hold the axes of the planet gears as well as the outer casing 33 of the brake unit C from rotation. Pins E8 or other suitable means positioned between the planet gears ii'l connect the flange H with the casing end plate 35 to hold these two elements from relative rotation. These pins t8 are best illustrated in Figures 2 and 3 of the drawings.

The hub 65 of the sun gear {it is splined or keyed to the hub st of a disc-like flange l5 supporting the brake drum it. This brake drum is is preferable coaxial with and adjacent the brake drum 3%, and means are provided for holding the brake drum E5 from rotation, thereby holding the sun gear fit stationary.

The internal ring gear H is supported by a cylindrical flange is integral with the brake drum 3%. The brake drum St is concentric with and adjacent the brake drum l3 and means may be applied to this brake drum for holding the ring gear from rotation. The ring gear ll and the brake drums 8b are supported by a discshaped flange or support 8! having a hub 82 rotatable upon a sleeve bearing 33 encircling the hub 39 of the casing 33.

The hub 8d is splined or key connected to the hub 65 of the sun gear 84 and is provided with teeth 35 engageable with cooperable teeth 86 and 8'! on a pair of slidable collars 89 and 99. The concentric collars 88, St, and 98 are movable in cooperation and both collars 59 and SEE are spline connected to the transmission drive shaft 26. A series of push rods 9! on the collar 99 extend slidably through a fixed collar 92 keyed to the shaft 26 and a spring 93 acts to hold the collar 9% retracted. However, when pressure is applied to move the collars $8, 89, and St to the left as indicated in Figure 2 of the drawings, either one set of teeth 86 or the other set 81 will engage the projecting teeth on the collar 8% to cause rotation of the sun gear at with the drive shaft 25. The collar 88 and the collar 84 have cooperable frustro-conical friction surfaces thereon which hold these elements from rapid relative rotation.

The con truction of the clutch R is best illustrated in Figures 5 and 6 of the drawings. The collars 89 and 9% are so arranged that the teeth 35 of the collar 89 are in staggered relationship with the teeth 82 of the collar til. Thus as the collars 88 and E5 move toward the teeth 85 these teeth 85 will quickly engage between certain of the teeth 86 and 8? to provide a positive drive therebetween. In the event the teeth 85 strike the surface of the cooperable teeth 85, further inward movement of the unit will urge the teeth 8? between the spaced teeth 85 so that upon slight angular relative movement between the hub 86 and the collars 39 and 98 due to slippage between the friction surfaces on collars S i and 88 (see Figure 2), the teeth 35 will engage between the teeth 86 and 37. Similarly in the event the teeth 8'3 strike the surface of the teeth 8'5,

the teeth 86 continua theirinward: moves merit and will extend between the teeth: 8541c. en; gage the same upon slight angularrelativemove merit-between the. collars. tie-and: 9.0 1 The. friction sin-faces cn collars 84 and 88*. permit: slight: relative rotation betweenthese. collarsg. but prevent a clashing of teeth when teeth 81!}: and. it! engage teeth: 85. This synchronizing: means is desirable to provide a smooth. clutch. connectionhetween the sun gear and the. collars: 89; and: 9B: keyed to the transmission drive shaft; 2:5

The driven shaft: dd is: provided with a. hollow socket 95 at one end! designed: to; encircle; the projecting end. of the. transmission drive. shaft 25'. Roller bearings; 96 and 9'3 may be inter posed between the socket. stand the shaft; 26: to insure proper relative: rotaticn; therehetween. A collar- 9. 3 encircles; the socketed: end 95' of: the shaft 9 is; slid'a-ble relative theretm. This collar All; carries an auxiliary slidahle: collar. H38 and-a; friction. colar fifizlreyedthereto. The col.- la-rs 989,. 98?, and IE:- area spline connected to a cylindrical flange ml on; the: disc-like end 3'1 of the casing 33. Thus the collars- 98 and lrflil: are always; rotatable unisonwith. the: rotor ing: 3.3..

A collar use is keyed; to: the socketed end 95 of the driven shaft. 9 1:. This collar iii? bears teeth [563, similar to: teethv 85- of clutch R,, cooperable: with: the teeth the and 105: onthe collars Bil-and, Hill-respectively. The. teeth IM and we correspondto the teeth 8's? and 85' of clutch R1. The collar Sit and the collar- !rll2 have cooperablefriction surfaces thereon. The.- collars 98, $9, and 56!) separate to form a. synchronizing clutch. D similar to the clutch. Ripreviously described. to connect the sun gear B l to. the drive shaft 25'. In the extreme position ofthe collars (i5- and' tilt. illustrated, the: teeth andthe friction collar 98 are disengaged. However, when the collars 99 and. tell are moved: to the right as viewed in. Figure 2, the casing, 3-3 will be-positively connected tothe driven. shaft 94 so as to; rotate therewith in unison.

A clutch B similar to the clutches R and D is provided for connecting the hub 82 of the brake driun 8!! and ring gear it to the. driven shaft 54. A collar I36 is keyed to the driven shaft. 94- and provided with teeth: It similar to. teeth: 85 of clutch R, projecting therefrom. These teeth are en ageable with teeth Hi9. on a collar HE! and are also eneageable with teeth H lcarried by a cooperable. collar H2. The teeth its. and Hlcorre pond to teeth 8!- and 86 of clutch R. A collar 1-63 is provided with friction surfaces coonerable with frictionsurfaces on the collar tilt. The collars Hi8, Hit, and H2 are keyed to the; hub 82. The provision of separate. collars. ME! and H12 coonerable with the teeth I91, and the provision of the friction surfaces, is to provide a. synchronixed clutch system of the type R previously described. When the collars iii] and H2. are in the position illustrated in Figure 2 of the drawthe hub 82. may rotate relative to the driven shaft 54. However,v when the. collars Hit, Hi and 5 i2 are moved to the right so. that the friction. surface on. collar i693. engages. the. cooperable surface. on collar led, and. the. teeth H39 and HI engage. the teeth Id! of the collar I56. on the driven shaft. the hub 82 is positively connected to this driven shaft.

A bearing H4 encircles the. socketed. portion95 of the dr ven shaft 9 5 and is held in place by a lock nut H5. This bearing, Ht! engages a shoulder Hi5 on the shaft 94. and acts to hold the drivenshaft; from axial movement; The transmission housing encloses the. mechanism previously described. housing which is; in.- dicated general. by the. numeral 5 ll includes a. hull 5 l9. encircling the bearing H4? and a disc.- like end plate l2i which is connected to. the. hub. The end plate l2ii' closes one end f the; outer cylindrical casing sleeve. 52!. The. other'end of the casing: is. closed by a casing end closure I22 which supports: a sleeve; or hub i'23.. The hub cr sleeve. i523serves to support; the collar 3.8 wit in which the: collar $9 is supported. The; collar 8 37- also; serves: as. a hearing within the sleeve. are. The. keyed. flange or collar 92 likewise. seals againstthe. inner surface of the. sleeve I23. A flange 25 on the fly wheel 25. extends into the outerend of the; sleeve. I123 and. is sealed with respect thereto.

A. transmission. housing. support I26 may be provided onany suitable point of the outer'hou'sing I It so as. to: support the casing; An effective oil seal is: also preferably p-rovd'ed at the. outer extremity of the driven shaft 94. A sleeve. if? fits: within the. H9 at the end thereof and issecured tothe hub in. this position. sleeve extends; outwardly from the transmission casing to support an: oil seal 22. The oil seal iZ-Q- encircles tlresocketed end iSrilsof. the universal joint connection i315 which is spline connected to the projecting end of the: driven shaft as.

In the foregoing description, I have described brake drums l5, l5... and. ill which may permit certain parts of the transmission to be held". from rotation. In, order to; hold the various brake drum-s. from rotation. I. provide. expandable brake e. c cents engageable: with the. respective. brake drums. Brake elements 232*. are. engageable with the brake. drum 5% to hold the same from rotaticna. Brake. elements !33 are engageable, the brakedrum it. to. hold the same from rotation. Brake: elements iii. are engageable with the brake drum 3 3 to. hold the same from rotation. As all of the brake elements: 32., 53s are identical in construction only one of these means has been illustrated: in detail.

This means is best illustrated in Figure 3 of the drawings. Integral with the outer shell ii?! of the housing it? along the top of housing I provide an internally extending rib 5&5 which is-providedfor containing apair of pressure conduits Hi5 and" 31. With reference to Figure 2 of the drawings the passage E35 leads from the pressure inlet opening i3 9 to the. passage 140 leading to the left hand end. of the collars 88, til. and 95].. The. other passa e I3? is connected by a passage.- lit to the. right. hand end of the collars. it and all; This passage 13?. also communicates with a. suitable, pressure inlet not i1 lustrated. Accordingly the collars 8d and 90 may be. moved. either to the. right or to the. left along the shaft. 26 by hydraulic pressure soas to, either en age. or disengage the. clutch teeth with the cooperable. teeth 3.6-. and. 8%.. The. collar 83 is mai ed, to the left by hydraulic pressure, and fingers E33 on collar 88 engage. collar 89 to insure d sengagement of the. friction surfaces. A rib M2, similar to the rib 935, projects inwardly from the bottom, of the casing t containv hydraulic passages leading to others of the hydraulically controlled clutches. In view of the fact that the particular location of the various hydraulic passages. is not important tov the invention, these passages will not. be described in detail.

Spaced from the rib are and parallel to the same, I provide a pair of inwardly projecting ribs I43 and I44. In a similar manner in spaced relation to the lower rib I42 I provide a pair of longitudinally extending ribs I45 and I45. The purpose or these ribs will be later more clearly understood.

A substantially semi-cylindrical hollow expandable member I4! follows the curvature of the inside surface of the cylindrical shell I2I between the ribs M3 and I45. A nipple I49 extends through the casing wall and provides a communication with the hollow interior of the expandable member I47. This expandable member is entirely closed about its marginal edges and the nipple I49 forms the only communication with the interior thereof.

A similar hollow expandable member IE8 is provided between the projections or ribs me and I45 and is provided with a nipple II which acts to hold the expandable member I50 in proper position. The nipple I 5! forms the only comrnunication with the interior of the hollow semicylindrical expandable member I58.

A brake shoe I5! equivalent with a suitable friction surface on its inner side is positioned inwardly of the expandable member I41. The brake shoe I5! is provided at its ends with a shoulder I52 which engages between the rib I43 and the central rib I35. The brake shoe I5! is similarly provided with a shoulder or projection I53 extending outwardly from the other end of the brake shoe to engage between the rib I55 and the central rib I42.

A brake shoe I54 similar to the brake shoe I5I is positioned inwardly of the expandable member 1553. This brake shoe is provided with a suitable friction surface on its inner side and is provided with a projecting shoulder i56 at one end thereof designed to engage between the rib I44 and the rib I35. The brake shoe I54 is similarly provided with a projection or shoulder I57 at its other extremity designed to engage between the rib I45 and the rib I42. Thus the brake shoes are anchored from rotary movement by the shoulders on each end of the brake shoe for their interengagement with the fixed ribs on the inner casing surface.

In the event the brake drum i8 is rotated in a clockwise direction and pressure is applied in the expandable elements I4? and I59 to urge the brake shoes I5I and IE4 against the brake drum I8, the shoulder I55 will engage against the rib I permitting the other end of this brake shoe I53 to wrap about the drum I8.

Similarly the projection I53 will engage against the rib I54, allowing the other end of the brake shoe to wrap about the drum I8. Sufficient play is provided to permit this action.

In a similar manner if the brake drum I8 is rotated in a counter-clockwise direction the projections I52 and I51 of the brake shoes PM and fe t, respectively will engage against the ribs I43 and I46 respectively, allowing the other end of brake shoes to wrap about the drum 18. This action allows the brake shoes to be free at one end and regardless of the direction of rotation of the brake drum.

The operation of my transmission is relatively simple. In order to operate the transmission various parts thereof are moved by hydraulic pressure. Certain of the passages for transmitting this hydraulic pressure have been described. The particular location and arrangement of these passages is not of extreme importance in the present invention and thus all of these connections have not been described in detail. Furthermore a suitable controller is provided for directing fluid passage to the proper locations and each operation of the transmission. This controller has not been illustrated in the drawings for the purpose of simplicity, it being understood that fluid under pressure is directed to the various points of the transmission when necessary to accomplish the desired result.

Rotation of the drive shaft 26 will act to rotate the rotor 38 of the clutch unit C. Rotation of the rotor 3!] acts to pump oil or other fluid within the outer rotor casing 30, but as long as the passages leading to the apertures 45, as, 54, and 55 are open the fluid may be pumped without rotating the portion 33 of the casing. The rotation of the drive shaft thus will not act to rotate the driven shaft. In order to drive the shaft 94 in a reverse direction the clutch B is first engaged. This is accomplished by applying hydraulic pressure through the passage I59 on the left side of the clutch collars I98, III], and II2 of the clutch B and subjecting the passage I60 leading to the chamber on the right side of these collars to atmospheric pressure. Hydraulic pressure on the left side of the clutch collars or clutch B forces the collars IIFB, III), and H2 to the right, interengaging the friction surfaces of collars I66 and I98, tending to rotate these collars in unison but with sufficient slippage to permit subsequent engagement of the teeth It! with the cooperable teeth H39 and III. As a result the hub 82 is positively connected to the driven shaft se. The brake drum 8B and ring gear I? are thus also posi tively connected to the driven shaft.

The clutch R is then engaged. This is accomplished by directing hydraulic pressure through the passage I4I to the chamber to the right of this clutch, moving the collars 83, 39, and as to the left, engaging the cooperable friction surfaces on collars 84 and 88, engaging the teeth 8% and 81 thereon with the cooperable teeth 85. As the collars 88, 89 and 9B rotate with the drive shaft 25, engagement of the clutch R, acts to rotate the sun gear 64 in unison with the drive shaft. At this stage of the operation the ring gear TI is stationary with the driven shaft 9:; and the sun gear E54 is rotated at the speed of the drive shaft. This causes the planet gear carrier including the casing 33 to rotate at a speed equal to half the rotating speed of the sun gear C. Pressure is now applied to the brake elements I32 in the manner previously described to halt rotation of the brake drum I8. When the drum i8 is held from rotation the planet gear carried including the rotor casing 33 will be likewise held stationary, the sun gear acting through the planet gears 67 to rotate the ring gear I? in a reverse direction. As the ring gear Ti is connected through the hub 82 and the clutch B to the driven shaft 9 3, this driven shaft will be rotated in a reverse direction.

To operate the driven shaft 94 at a low speed in a forward direction, the clutches B and R previously described are released into the position shown in Figure 2. Fluid is directed through suitable inlet pressure passages such as I (ii tothe left hand side of the collars 93, 99, and I63 of clutch D, urging these clutch collars to the right from the position illustrated in Figure 2. This causes engagement between the friction surfaces on collars 98 and IE2, and then causes engagement between the teeth I04 and H35 and the cooperable teeth H33 on the collar I92 keyed to the driven shaft 94. As a result the casing 33 of the clutch unit C is operatively connected to the driven shaft. As the casing 33 forms a part of the planet gear carrier the planet gear carrier is thus connected to the driven shaft.

Fluid is next introduced through the passage I41 to the right hand side of the clutch R, urging the collars 88, 89, and 90 from the left and causing engagement between friction surfaces on collars 84 and 88, and between the teeth 86 and 81 and the cooperable teeth 85. As a result the sun gear 64 is operatively connected to the drive shaft 26, rotating the sun gee-r64 with the drive shaft. As the planetary gear carriage is held stationary with the driven shaft, rotation of the sun gear 64 acts to rotate the ring gear TI in a reverse direction.

Hydraulic pressure is then applied to the brake elements I34 to hold the brake drum 80 from rotation. This halts the rotary movement of the ring gear H, causing the sun gear 64 to rotate the planet gear carrier in a forward direction. As the planet gear is connected by the clutch D to the driven shaft 94, this driven shaft will likewise be driven in a forward direction of rotation.

To rotate the driven shaft 94 in a forward direction at a speed equal to that of the drive shaft or to place the transmission in what may be considered high gear, the clutches D and R remain engaged, but the brake drum 80 is released. Next the clutch unit C is engaged. This is accomplished by closing the outlet passages from the casing 34 so as to prevent liquid from flowing from this casing. This action locks the casing 33 to rotate with the rotary portion 30 of the clutch unit C positively by the drive shaft 26. As the clutch D is engaged, connecting the casing 33 of the brake unit C to the driven shaft, the driven shaft will be rotated at a speed equal to that of the drive shaft.

To prepare the transmission to shift into overdrive, the clutch R, is next disengaged by applying hydraulic pressure to the left side of the collars 89 and 90 to disengage the teeth 86 and 81 from the cooperable teeth 85, and to disengage the friction surfaces on 84 and 88. The clutch B is next engaged. This engages the teeth I09 and III to the cooperable teeth I01 and positively connects the ring gear TI with the driven shaft 94. Engagement of both the clutches B and D is permissible at this point as the ring gear 11 and the planetv gear carrier are both rotating in unison.

In order to operate the driven shaft 94 at a speed in excess of that of the drive shaft 26, pressure is applied to the right hand side of the clutch D to disengage the same. This pressure acts to move the collars 98, 99, and I to the left, thereby disengaging the teeth I04 and I05 from the teeth I03, and disengaging the friction surfaces on 98 and I02. The brake elements I33 are next actuated to stop rotation of the brake drum 16. As a result the sun gear 64 is held from rotation and the planet gears 61 act to rotate the ring gear 11 at a speed faster than the speed of the drive shaft 26.

From the foregoing description it will be obvious that the driven shaft 94 may be held from rotation relative to the drive shaft, may be rotated in a reverse direction with respect thereto, or driven at three rotative speeds in a forward direction. All of this is accomplished by means of clutches and brake units which permit rotation of various parts in unison or stop certain of the elements from rotation. All of the gears of the transmission remain constantly in mesh and the entire transmission may comprise merely a single ring gear, a set of planet gears and a single sun gear.

In accordance with the patent statutes, I have described the principles of construction and operation of my transmission, and while I have endeavored to set forth the best embodiment thereof, I desire to have it understood that obvious changes may be made within the scope of the following claims without departing from the spirit of my invention.

I claim:

1. A transmission including a drive element, a driven element, a sun gear, ring gear, and planet gear carrier supported for rotation relative to said elements, planet gear means carried by said carrier and engaging said sun gear and said ring gear, clutch means between said carrier and said driven element, individually operable brake means for holding said sun gear, ring gear, or carrier from rotation, said planet gear carrier including a pump casing, a fluid pump rotor within said casing, said rotor being connected to said drive element for actuation thereby.

2. The structure described in claim 1 in which the fluid pump is provided with an inlet and an outlet, and by-pass means connecting said inlet and said outlet.

3. The structure described in claim 1 in which the pump is provided with an inlet and an outlet, a by-pass connecting said inlet and said outlet, and means for closing said by-pass to prevent rotation of said rotor relative to said gear carrier.

4. The structure described in claim 1 and including means for holding the rotor from rotation relative to the pump casing when desired.

5. A transmission including a drive element, a driven element, a sun gear, a ring gear, a planet gear carrier supported for rotation relative to said elements, planet gear means carried by said carrier and engaging said sun gear and said ring gear, connecting means for connecting said carrier to said driven element, individually operable brake means for holding said sun gear, ring gear, or carrier from rotation, said planet gear carrier including a pump casing, a fluid pump rotor within said casing, said rotor being connected to said drive element for actuation thereby.

6. The structure described in claim 5 in which the fluid pump is provided with an inlet and an outlet, and by-pass means connecting said inlet and said outlet.

7. The structure described in claim 5 in which the pump is provided with an inlet and an outlet, a by-pass connecting said inlet and said outlet, and means for closing said by-pass to prevent rotation of said rotor relative to said gear carrier.

8. The structure described in claim 5 and including means for holding the rotor from rotation relative to the pump casing when desired.

ALBERT L. JOHNSON.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 2,248,492 Cotterman July 8, 1941 2,351,061 Meyer et a1. June 18. 1944 FOREIGN PATENTS Number Country Date 5,835 Great Britain Mar. 11, 1907 18,283 Great Britain July 1'1, 1902 148,273 Great Britain Aug. 8, 1921 

